Door-operating mechanism



Oct. 5 1926. 1,601,732

P. R. FORMAN DOOR OPERATING MECHANISM Filed Jan. 6. 1926 '7 Sheets-Sheet l Y 1,601,732 P. R. FORMAN I DOOR OPERATING MECHAISM vwentoz Oct. 5, 1926. 1,601,732

P. R. FORMAN DOOR OPERATING MECHANISM Filed Jan. 6, 1926 '7 Sheets-Sheet 5 Oct. 5 1926.

P. R. FORMAN DOOR OPERATING MEGgANIsM '7 Sheets-Shes?l 5 Filed Jan. 6, '19% oct. 5,`1926.

P. R. FORMAN DooR OPERATING MCHNISM 7 sheds-sheet 6 Filed Jan. 6, 1926 DOOR OPERATING MECHANISM Filed Jan. 5, 1926 '7 sheets-sheet 7 Patented Oct. 5, 19.26'.l

UNITED STATES PARIS R. FORMAN, OF RAI-IW'AY, NEW JERSEY, ASSIGNORTO NATIONAL FNEUMATIG COMPANY, OF NEW YORK, N. Y A CORPORATION OF WEST VIRGINIA.

DOOR-OPERATING MECHANISM.

Application led January This invention relates to door operating mechanism and more particularly to such mechanism' as is employed on passenger vehicles, such as street cars, busses, subways and elevated cars and the like.

The object of the invention is to provide mechanism of the foregoing type which is simple in structure, economical of manufacture, installation and maintenance, and eilicient in operation.

A further object'of the invention 'is'to' provide a door operating apparatus which may be conjointly controlled by the motorman, conductor, or the like.

Further objects of the invention will appear more fully hereinafter.

The invention consists substantially in the combination, location and relative arrangement of parts, all as will be more fully described hereinafter and as shown by the accompanying drawings and finally pointed out in the appended claims.

Referring to the drawings: I

Fig. l is a fragmentary view in side elevation of a car end showing equipment embodying my invention.

Fig. 2 is a top plan view of the same.

Fig. 3 is an enlarged detail view in top plan of the brake control equipment of the car. Fig. 4 is a fragmentary view in side elevation of the skeleton equipment embodying my invention. Y

Fig. 5 is a enlarged detail view of the same.

Fig. 6 is a top plan view of the door engine and apparatus shown in Figure 4.

' Fig. 7 is an enlarged view of the treadle platform employed in accordance with my invention.

Fig. 8 is a plan view of the motormans inter-locking, door control equipment.

Fig. 9 is a sectional view taken on the line 22, of Figure 8, looking in the direction of the arrows.

Fig. 10 is a view in same.

Fig. 11 is a plan viewv of the valve seat.

Fig. 12 is a-plan View of the valve.

Fig. 13 is a plan view of the valve head superposed on its seat with dotted line indicatlfions of the respective positions of the va ve.

front elevation of the 6,19% germ No.V vasse'H'ElSSUED Fig, 14 is a fragmentary enlarged view similar in side elevation and similar to Figure 1 of a modified arrangement embodied in my invention. i

Fig. 15 is a sectional view taken on the line 9-9, of Figure 14, and looking in the As a'result thereof, so-called' one man cars I have been developed wherein the-.single em ployee acts as ,conductor and motorman..

With 'the elimination of the conductor, the duties of the motorman have lcorrespondingly increased, so that while theretofore the `sole duty of a motorman was to control the progress of the vehicle, in one man car equipment", the motorman must in addition thereto control the doors, make change and collect all fares. Inasmuch as theretofore the safety of passengers in boarding and alighting from the car was largely under the supervision of the conductor, the addition of the normal duties of the conductor to vthe inherent duties of the motorman had a great tendency to slow up the schedule of operation of the vehicle, or developed carelessness with respect to and disregard for the safety of the passengers withthe inevitable accidents, consequent loss of time and expense.

As a result efforts have been directed to make the total number of duties of the one man operation of the vehicle as light as possible and more or less ,automatic and to interlock the` various -operating controls under his manipulation, so that safety is insured at all times while at the same time speed of operation is maintained.

.One treadle equipment, where a depressible platform-.and treadle has been provided for controlling the vdoor actuation, so that when a vpassenger desired to leave the vehicle r automatically open t e when the same had been brought to rest, the passenger by walkin on the treadle would door.' By providing safeguards to revent accidental opening of the door by the motorman or a passenger when the car or 'vehicle is in motion, the safety to the passengers is secured and the advantage of such semi-automatic .operation obtained. A

My resent invention is directed to this type o equipment namely of the treadle one man control type of vehicle. In equipment of this nature heretofore proposed extremely expensive andcomplicated apparatus was necessitated and the cost of manu facture and expense of installation was such as to make the adoption of the system practically prohibitive.

It is among the special urposes of my present invention to provi e equipment of this nature of such simplicity and minimum of arts, but nevertheless withl ruggedness andp durability and practically no expense of maintenance, as to render commercially practical a system of this nature with all of its incident advantages.

Referring now to Figures 1 to 7, inclusive which show one form of pneumatic treadle control and more articularly to Figure 1, the forward endo? a'streetl car is shown at 1. 2, 2 are the folding doors operable by the usual and well known door engine 3 through the verticalyshaftli. The right hand door 2 is rigidly attached by the plates\ 5 which encircle it to shaft4.r` The left hand door 2 is hinged to the right 4hand door 2 as at 6. The motormansdoor control valve is shown ineneral at 7. The forward door 2 is gui e d at the' bottom by-'the plate and roller 8. The step comprising tread 9, and arms 10,is rotatlvely mounted on the horizontal rod 11 which is mounted in the bearings 12 supported by the -frame ofthe car.

'of the coiled sprin v 13 which tends to maintain the Istep 1n c osedposition. One end 14 of thespring 13 is connected to thebearing 12 and the other end 15 exerts a pressure on the step through the arm 16. -The rear end of onearm 10 has an extension 17 which contacts with the arm (see Fig. 4) for a purpose whichappears, later. The Ymotormans power control is shown generally at 19.

Referring to Fi re 2, the treadle-mechanism is shown e arged. 20 is an opening on the edges of which are angle irons 21 to4 line the'opening.` In the opening 20 is pivotallv mounted flush with the fioor the treadle plate 22 on the shaft 23 on which the plate is free to rotate. The shaft 23 is mounted in the angle iron 21. On the under side of plate 22 is riveted an angle iron 24 extending transversely across it. By this in the stanchion 44. The upperlThesteps rotate downwardly against the action ent, it will befsveen that' when t ger leaves the plate v'2,2fand' stands on the momes arrangement it is apparent that the plate 22 is depressible at its forward end.

Immediately under the plate, approximately. at the center and extending transversely across the door entrance are' two arms 25 and 26 pivotally mounted at 27 intermediate at their ends and connected together by a ball and socket joint 28. These two levers' 25 and 26 are connected together at their top by a spring 29 attached between the lugs 20 on the arms 25,26. This spring tends to keep1 thelevers at one limit of their movement, t at is in depressed position. B this construction, depressed by on it, the free end 31 of lever 25 is depressed being in contact with the angle plate 32 at lwhenever the plate 22 1s reason of a passenger standing4 33 (Figure'7). The free end 34 of arm 26 spring 29 whenever .plate 22 is depressed.

The .free end 31 is pivotally connected to a link 36 at 37 (Fig. 5). The other end of link 3,6 is pivota-lly 4connected to a vrotatable 'link 38 at 39 which is mounted on a bracket u 40 for rotation. The bracket 40' being rigidly fastened to the car frame 41, a vert-ical rod 42 is pivoted at the center of thelink 38 at 43. Therod42 is movable vertically end of rod 42 is rigidly attachedto plate 45 (Figure 4) which controls the needle valve of the 'door enginein the,v usual-manner. .This ermits the operation o f thewdoor engine w eny the `motormans valve '7. is in brakesl applied position, as will bea-"hereinafter described.

Referrin nowto the extension 17 on the arm 10 of t e door step, it is seen in Figures 4 and5that the arm 17 forces the end 18 of'levers 46 upwardly, thus de ressing the freeend 47downwardly about t e pivot 48.

, Connected near theffree'end 47 of thelever 46 is .a link 49 Vwhic'zhfg'ist attached at 50. TheA other end -of the link ,4 8fis secured byv a pivot pin to thel lever 26 at E51. By this" arrangehev last passenstep the arms 25 and 26 will remaini'in their displaced u ward osition causing the rod 42 to hold t e nee evalve open` so that the doors will remain, open until the step is cleared. l

Mounted on the engine rotated vertical shaft 4 is a short arm andjcollar d52v to which is 1pivotally attached the air-m53 at 54. Rigid y secured to the frame: off the car and under the floor is the bracket 35 with two projecting arms 56 through which a shaft 57 extends. Secured to the shaft 57 for rotation with it are two arms 58 and 59 to the former of which is pivotally connected the link rod 53 at 59. Pivotally connected Y tates` causing the doors to open.

to the arm 59 is another link rod 60. The

station with the result that the operation ofv the doors is controlled by a passenger or passengers wishing to leave the car. The plate 22 is depressed at its forward end causing the ball and socket joint 28/ to rise against the action of spring 29, "an df causing the free end 31 of arm 25 to rotate downwardly about the axis 27. This forceslink- 38 downwardly about the pivot in bracket 40 carrying the rod 42 and its attached plate 45 with it. This causes the needle valve 64 to operate the control valve 65 which in turn admits air to the door engine 3 causing the piston to move and with it the crank 66, link 67 and crank 68 whichisv fastenedto the vertical shaft 4. Shaft 4, therefore, ro-

As the doors are opened by the rotation of shaft 4, the rigidly attached collar 5,2 rotates with it forcing rod 53 back. vSince rods 53 and 60 are rigidly attached tothe shaft pin 57, arm 59 moves backward with arm 58 drawing rod 60 with it and rotating shaft 11 through the agency of .the arm 61 and collar 63. The step is thus rotated to a horizontal position by the time the doors are open. The passenger then alights on the step which maintains the door engine in its door opening position byforcing the free end 47 of lever 46 downward through the ressure eX- erted by arm 17 on arm 18 w ich is the other end of lever 46 rotatable about the pivot 48. Rod 49 is pulled downward by free end 47 and carries with it free end 34 of lever 26 by reason of their attachmentat- 51. This has all happened as the door and step were operated and is thus maintained when the passenger 'is on the step. When the step is cleared the spring 31 tends to raise the step and spring 29 depresses the ball and socket joint 48 causing a reverse operation of rod 42 and needle valve 64 so that air is led to the other side of the door engine piston which closes the door and step. The motorman can through the agency of valve 7 also open the doors to admit passengers when there is no one wishing to get olli'. Thus it appears that by this invention the opening and closing of the doors is all accomplished by the passengers wishing to leave the car.

I will now describe the valve arrangement employed by the motorman to control the operation of the doors through' the vthe valve seat 23 by treadle or independently thereof as desired. As has been briefly described and as shown in Figure 2, the valve 7 is associatedl with the penumatic brake valve 19 and is specifically shown in detail, Figures 8 to 13, inclusive. The valve itself is composed of amain body portion 2 having an extension 3.- The body portion 3 comprises the frame the horizontal extension' 5 extending rearwardly thereof. Within the extension -5 is a chamber 6 which houses a, piston 7 having a series of leather discs 8 mounted on a stud 9 and held thereon by means of a nut 10. On the other face of the piston is a. projection 11 having a reduced portion 12 with a conical end which protrudes through the end wall 13 of the chamber. A spring 14 encircles the extension 11 between the piston 7 and the end of the chamber 6'.- A threaded plug 15 is screwedintothe open end of the chamber6 which renders it air'tight. The valve stem 17 which is provided with one flat surface to receive a handle '18 to be operated thereby is encircled by a coil spring 20. The spring 20 is within a housing 21 which slips on to the stem 17, between the portion 4 of the valve and the handle 18 and has its ends 22 bearingl against the main body portion 4 of the valve. The spring casing 21 turns with the stem 17 and carries one end of the spring 20 with it in accordance with the direction in which the stem turns while the other end bears against the body portion 4. Thus, the spring resists any effort to turn the valve stem in either direction and maintains the valve handle normally in its central position indicated at B in Figures 11 and 13.

The valve seat 23 is formed on the lower surface of the main bodyl portion 4 which is threaded at 24^` to receive a threaded cap nut 25', which is forced against a washer 26. The valve head 27 vis lforced against means of a\spring pressed thimble 28. This thimble projects through van opening in the wall 30 of the cap nut 25. The stud 31. is made with a cavity 32 into which a threaded plug-33 laol is supplied-fromy thebrake cylinder to port` opening 39', and flows through a'passage 40 to port 41 opening in the valve face 23'.

A similar threaded opening` 42 is screwed thereinto, a pipe 42a (see Fig. 2) which conducts fluid pressure therefrom to the port at 42 of the valve port opening 42' is connected with port opening 43 by a passage. Another threaded opening 48 is adapted to have screwed thereinto the end of pipe line 42 (see Fig. 2) which terminates in the pipe 148 (see Fig. 6) leading to the valve puller of the door engine. The opening 48' is connected with the port 50'by means of a passage 49'. A passage 51 at right angles to passage 49' leads to the atmospherev and is threaded at its outer end as is indicated.

Referring now to the Valve operation which is best shown in'Figures 11, 12 and 13, the valve head has two semicircular grooves 52 and 53' in its face. Another groove 54 leads radially into groove 53.

In the other views as has been pointed out with reference to Figures 2 and 13, there are three positions for the door control valve head. WhenV the valve yis in they position shown indicated'at C in Figures 2 and 13 air under pressure enters opening 39', and then travels through passage 40', port' opening 41', groove 52', 'passage 49', threaded opening 48', pipe 48a (see Fig. 2) to pipe 148 (see Fig. 6) to the Valve puller of the` engine to open thedoor.

is in back of the needle valve, so that there is thus afforded to the motorman means for opening the door wholly independent of the treadle equipment. Y

When the'lever 18' is moved to position A and the brakes are applied fiuid pressure flows through opening 39', at 39l (see Fig. 2) passage 40', port 41', groove 52', port 43', passage 44', opening 42', chamber 38' and thence to the pipe line 142 to the valve puller on the door engine. The fluid pressure is here blocked, however, because of the needle valve and the valve puller becomes operative only When'the needle valve is depressed due to the presence of a passenger on the treadle.

If the passenger is on the treadle and the needle valve depressed then and only in that f event will the valve puller of the engine be operative and the engine actuated. As here 1 tofore explained actuation of the door motor in each instance requires that the brakes be applied inasmuch as the fluid pressure is derived from the brake cylinder through thel pipe line 39 only when the brakes are applied. The Huid pressure supplied to the' valve holds the valve handle in its displaced position, against theaction of the coil Vspring 20'. As soon as the fiuid pressure-is re-l leased (i. e. the brakes are released) the spring 20 causes the valve handle 18' to move back to its normal position indicated at B in Figures 2 and 13, thereby causing the puller of the doorl engine. (see Fig. 6). lVithin the valve -body the- It .will be notedfhowever, that this passage to 'the door engine` door engines to actuate the doors to closed position.

It will be seen from the foregoing lthat I have supplied an lexceedingly simple and efficient arrangement for effecting simple treadle and motorman control of the door apparatus requiring a minimum of parts.

In installing the equipme t of this nature on certain types of cars g? y met with in getting around the normal obstructions, ordinarily located beneath the car and finding adequate space for the additional equipment necessary for treadle operation.

For this reason, I have shown and will now describe a modified arrangement Wherein any obstructions beneath the car cause no difficulty inasmuch as the operating equipment is located all -in alignment with the vertical edge of the car with the exception of two operating rods, the location of which may be altered to meet .the necessity or desirability'.

eat difficulty is- Referring, therefore, to Figures 14 to 17 as before the usual door engine 3 is mounted overhead and operatively connected to the vertical .door opening shaft 4 mounted in bearings and attached to the doors 2, 2, by the plate and collar 5. The doors are hinged at 6, and are guided by the roller and plate 8 at the bottom. The step 9 is supported on arms 10, 10 fixed for rotation with horizontal shaft 11 in the frame bearings 12. The spring 13 is mounted on shaft l1 and is fastenedto the bearing 12 at .14 and at the other end to arm 15 attached to the bottom side of the step 9. This spring opposes the downward action of step 9. The rear ends of arms 10 project for a short distance as at 69 and are jointed by bar 7() bolted tothem. At the center of this bar isa spring/pressed Vbolt 71 for a purpose which Will appear later. A spider 72 is bolted to the outside face 73 ofthe knee of the platform at '74, .74, which acts as a support for the levers 75, 7 6 pivoted at 77. 78 respectively.v The free endsl 79. 80 of levers 75 and 76 lare pivotally' jointed to two vertically movable rods 81, 82 which are pressed upwardly by springs 83, 84, held between collars 85, 86 and the spider, and which are in contact with the fioor treadle 22 on the under side. The plate or treadle 22 is inlaid flush with the floor within an opening 20 framed by angleirons 2l, said plate being pivoted as before nearrthe rear end. The levers 75 and 76 are ivoted together `at their. inner ends at 8 and also pivoted at 87 isa depending bar 88 Wnich slides'in a guide 89 on the lower end of the spider. 'lhe` lower end of bar 88 contacts with the bolt 71 when the step is down for a-purpose lwhich will appear later. u

Extending longitudinally of the plate 22 on its unders side is'. an angle iron 90 which a bearing mounted on the rod 42is p'ivotally conf nected at 93'to the -free end. of leve'r91,

The lo eration is similar to that previously given. en lthe motormans valvegsj 1n rakes applied position and the door valve.y

1s in its Aposition, the weight of thepassenger depressesfthe forwardend of plate 22 which forces rods 81 and 82 downward andthe inner endsof levers and 76 upward drawing bar 88 up with them., TheY `same vdepression of plate-22 carriedangle iron 90 down against lever 91, lforcing its free end Idown pulling rod 4 2 down with it. Thedoor en eoperates as before opening the doors an stepfiii exactl the same manner as vdescribed before. .l en theV step is all the'way down, the bolt 71 contacts with the lower end of, theha .r 88 to hold the joinedeendswoflevers?75'and 76 upwards when the passengerv transfers his weight from the plate 22- to` step 9.

The important Ifeature of the modification is, the compactness ofthe parts used and the simplicity of thezmechanism. Also there are-practically no parts under the car floor since they are all ymounted on the knee of the platform. V

Many modifications and changes in detail will readily appear' to those -skilled in the art without departing from the spirit and scope 03E myl invention vas vdeined in my claims.

Having now set forth the objects and nature of my invention and having shown and described the structures embodying the ,features thereof1 what I claim as new and useful and of .-myv owninvention and desire' "to 'secure'by Letters Patent v1. In a vehicle having entrance and exit ways, barrier means in said ways, means operable by an act of a passenger for opening said barriers .when the brakes are applied comprising a treadle plate, a door engine, and means operable by the treadle for operating said doorengine.

.2. 'In a vehicle having entrance and exit means, barrier means in said ways, means operable by an act of a passenger for opening. one of said barriers means when the brakes are applied, said means comprising a door engine, a treadle plate, and a plural ity of levers depressible by said treadle-plate to control the admission of fluid pressure to the door engine. v

3., In a vehicle having entrance and exit ways, barrier means in ysaid ways, means operable by an act brakes are applied for opening and closing said barrier means comprising a hinged treadle plate, pivoted levers below said treadle plate arranged to be depressed by a passenger standing on said plate, means for The lever 91 is pivoted at the Iand means operable by of a passenger when the l opening said barrier means, and means controlled by said levers for operating the barrier vopenin means.

4. In a vehicle, entrance and exit ways, barrier means in said ways, means operable by av` passenger for opening said barriers comprising a hinged treadle plate depressible by the weight of a passenger, and pivoted levers depressible by the treadle plate, said`levers being connected by their mner end by a ball and socket joint, said levers being operable to energize said door opemng means. A

5. In a vehicle, entrance'and exit ways, barriers for said entrance and exit ways, a treadle plate pivoted levers mounted under said treadle plate, barrier., operating means, and means connected between said levers -and said operating means and operated by said treadle for opening the barriers.

6. In a vehicle, entrance and exit ways, barriers for said ways, means for opening said barriers, a treadle plate, pivoted levers mounted under said treadle with the inner ends joined by a ball and socket joint, the free end of one of said levers being connected to a pivoted arm, a step, and means on said step whereby said arm maintains the ball and socket ends of the levers raised v when the passenger leaves the'treadle plate and alights on the step.

7 In a vehicle, entrance and exit ways, barriers for said ways, means operable by a passenger for-moving said barriers, a step, the presence of a passenger on said step for retaining said barrier open when the passenger leaves said barrier opening means.

8. In a vehicle, entrance and exit ways, barriers for said ways, means operable by the weight ofa passenger Jfor opening said barriers, a step', said barrier opening means becoming effective when the brakes are applied, means for maintaining saidv barriers openoperable by the step, for. returning said barriers to closed position when the ste -is clear. j

9. In a ve icle, entrance and exit ways, barriers for said ways, a hinged treadle plate, pivoted levers under said treadle, said evers being joined by their adjacent ends by a ball and socket joint, means operable by said treadleV for raising said ball and socket joint, a step', means for maintaining said ball and socket joint raised operable by said step, means operated by said levers for admitting fluid pressure to seid barrier opening means and means to-return said and means barrier-'means to .closed position when the u A barriers and step comprising a treadle plate, ball and socket jointed pivoted levers under said treadle, means operated by said levers for operating said barrier opening means, when the brakes are applied, and means for closing said barriers and step when the step is cleared.

11. In a vehicle, entrance and exit Ways, barriers for said ways, means operable by an act qof a passenger when the brakes are applied for opening and closing said barriers, means operable by the motorman for` opening and closing said barriers when the brakes are applied, said passenger opening means comprising a hinged treadle plate, pivoted levers depressible at their outer ends by said treadle for operating said barrier opening and closing means, a step and means operated by said step for retaining said barriers open when the treadle is cleared.

12. In a vehicle, entrance and exit ways, barriers for said ways, means operable by the act of a passenger for opening said bar riers comprising. a treadle plate, a spider under said treadle, pivoted levers -on said spider, said levers being pivoted together at their inner ends, and means operated by the depression of the treadle for raising `the inner ends of said levers whereby the barrier operating means is energized.

13. In a vehicle having entrance and exit ways, barriers for said ways, means for operatin said barrier o eratin means a treadle plate, a spider mounted under said treadle, levers pivoted on said spider, said levers pivoted at their inner ends, a guide in said spider, a pivoted arm depending from said levers, a step, said treadle plate being so arranged that the weight of a passenger depresses the outer end of said pivoted levers, and means on said step cooperating with said depending arms for maintaining the outer ends of said pivoted levers depressed when a passenger transfers his weight to the step, said barrier operating means being connected, by means for energizing it, to the pivoted levers.

14. In an interlocking one-man car barrier control system, means controlled by the operator for opening the car barriers, and means interlocked with trolled means operated by an act of a passenger for opening said doors. i

15. In an interlocking one-man car barrier-control system means controlled by the operator for opening and closing the car barriers, and interlocked pneumatic means actuated by an act of a passenger for controlling said rst means for opening and closing the barriers.

16. In a barrier control system for one- A man controlled vehicles barriers in the enmeans operated by the motorman for acsaid operator cons tuating the barrier, said means being operable only when the brakes are ap lied.

17. In a barrier control system fiir oneman 4controlled vehicles, barriers in the entrance and exit ways of said vehicle, and means'operated by an act of a passenger for olpening said barriers operable only when t e brakes are applied.

18. In a barrier control system for oneman operated vehicles, barriers in the entrance and exit ways of said vehicle, means controlled by the operator for opening said barrier, and means operated by an act of a passenger for opening said barriers, the last two means being so associated that the iinal act of opening said barriers is caused bythe passenger. Y

19. In abarrier control vsystem for vehicles, barriers in the entrance and exit ways of saidy vehicle.,` meansoperated by an act of a passenger for opening said barrier, and means influenced by the act of the operator in applying the brakes for putting the barriers under control of the passenger actuated means.

20. In an interlocked passenger and motorman operated barrier system means for opening the barriers in the entrance and exit ways of a vehicle, and pneumatic means actuated by an application of the brakes in combination with a system of levers iniuenced by the weight of a departing passenger for opening said barriers, said means also being so arranged as to function to open and close the doors independent oi the act of a passenger.

21. In a car barrier control system pneumatic means operated by the'iiuid pressure in the air brake line when the brakes are applied for opening said barriers, passenger controlled means for opening said barriers when the brakes are applied and automatic means for closing said doors when the last passenger has al1ghted.

22. In a car barrier control system, ban' riers in the entrance and exit Ways of the car, treadle control means actuated by an act of a passenger for opening said barriers when the brakes are applied, and means for permitting the normal operation of said treadle means, only when the brakes are applied, said means also providing barrier opening and closing means independent of said treadle means.

23.-In a valve'and treadle control system for the operation of the barriers in a oneman car, pneumatic engines for operating the barriers, means comprising a safety valve operated by the motorman and means comprising a treadle operated b the weight of a passenger for opening the arriers said two means being interlocked so as ,to4 cause the door engines to :function only when the brakes are applied.

24. In a valve, a body portion having a valve seat thereon, a stem `having a valve head thereon, means for resisting the rotation of said stem, and means for holding said valve in rotated position.

25. In a motormans valve, a body portion having a seat'thereon, a stem having a valve head thereon, spring means for holding the valve in neutral position, and air operated meansfor holding the valve in other than neutral position When the brakes are applied.

26. In a device of the character described, a bod -portionhaving a rearwardly extending o amber, a piston in said chamber, a stem, a spring and housing secured to said stem, and means on said piston for holding said stem in operative position.

27. In a motormans valve a main body portion having a valve seat thereon, a stem mounted in said body portion and having a valve seat thereon, a casing enclosing said seat and head and means for holding said valve in inoperative position when the air brakes are applied.

28. In a control valve, a seat having ports therein, a head having grooves registering With said ports, means for moving said head relatively to said seat, means for resisting this movement and means for maintaining said ports in moved position.

29, In a control valve, a seat having ports therein, a head having grooves therein,

-means for rotating said .head relatively toy said seat, means for resisting said rotation and an operated means for maintaining said valve in rotated position.

30.A In a three position, valve, a stem, a spring on said stem, a housing for said spring, air operated plunger means arranged to hold said housing in any one of three positions, whereby the valve is operative pinly While there is pressure in the -air brake 31. In a three position valve a lever op erated stem having a valve head thereon, a body portion having a valve seat thereon, air

operated means for maintaining said valve 1n any one of lts three posltlons, means. for.-

returning said valve to inoperative position barriers when the brakes are applied, said System of levers controlling the admission of fluid pressure to the door engines, the apparatus being so arranged as Ato eliminate al1 plbstructions under the platform of the veicle.

33. In a vehicle having entrance and exit Ways, barriers in said Ways, means operated by the motorman and means controlled by an actof a .passenger interlocked With said first means so as to be operable when the brakes are appliedfor opening said barriers, said first meansv comprising a pneumatic valve for admitting air brake pressure under the control of said second means to the door engines for operating said barriers.

34. In a vehicle having exit and entrance Ways, barriers in said Ways, a pivoted treadle plate mounted in the platform floor of said Vehicle, a spider mounted on the knee of the platform, levers on said spider and under said treadle, and a pivoted lever depressible by' said treadle for operating the ydoor engine needle valve to admit air to the door engines when said treadle is depressed by the weight of a passenger, said levers acting When the step is supporting a passenger to maintain said treadle depressed, and aeting to .return the treadle When the ways are clear, said treadle controlled mechanism b- `ing operable lonly when the brakes are applied, and said device being so mounted as to form no obstructions under the platform of the car.

In testimony whereof I have hereunto set my lhand on this 30th day of December, A. D., 1925.

. PARIS R. FORMAN. 

